Vertical take-off aircraft - B

ABSTRACT

A vertical take-off aircraft is disclosed. Looking at the aircraft it can be seen that the aircraft consists of a main rotor assembly  1  at the top of the aircraft which consists of an assembly of blades  2, 3  and a rotor  4.  Rotation of the main rotor assembly  1  is achieved by using an engine assembly  5.  The main engine assembly is connected to the main body  6  of the aircraft by a tilt enabling joint  7.  The tilt enabling joint  7  allows tilting of the main engine  5  relative to the main body  6  of the aircraft to occur in a controlled manner during flight. A universal joint  8  is used to allow tilting to occur. The tilt enabling joint  7  is fitted with a combination of hydraulic actuators  9, 10  and springs  11, 12  and  13  that allow the tilting of the tilt enabling joint  7  to be controlled. When the main engine  5  is tilted, the main rotor assembly  1  is tilted with it. Tilting of the main engine assembly  5  thus initiates changes in the direction of travel of the aircraft without the need to change the pitch angles of the blades  2  and  3.  To counter the rotational force exerted on the main body  6  of the aircraft by the rotation of the main rotor assembly  1,  an additional engine assembly  15  is attached to the main body aircraft, which rotates a secondary rotor assembly  16.  The secondary rotor assembly consists of blades  17  and  18,  and a rotor  19.  Rotation of the secondary rotor assembly pushes air in a primarliy horizontal direction by way of the pitch of the blades  17  and  18.

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This is a divisional patent application, being a division of theU.S. patent application Ser. No. 09/180,925.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0002] Not applicable.

REFERENCE TO SEQUENCE LISTING

[0003] Not applicable.

BACKGROUND OF THE INVENTION

[0004] 1. Field of the Invention

[0005] This invention relates to the vertical take-off field ofaviation.

[0006] 2. Brief Summary of the Invention

[0007] There are many helicopters and gyrocopters in existence today.However, helicopters rely on variable pitch rotor blades to maintaincontrol and provide vertical lift, while aircraft commonly referred toas gyrocopters are pushed in a forward direction on take-off due to thebackward thrust of air caused by the propeller located to the rear ofthe engine assembly.

[0008] The present invention overcomes the need for varying the pitch ofrotor blades while at the same time allowing vertical lift on take-offand directional control by providing a vertical take-off aircraft usingan main rotor assembly at the top of the aircraft, which main rotorassembly consists of an assembly of blades and a rotor.

[0009] Vertical lift is obtained by the rotation of the main rotorassembly thereby forcing air in a downward direction by way of the angleof pitch of the blades. Rotation of the main rotor assembly is achievedusing an engine assembly located between the main body of the aircraftand the main rotor assembly, which engine assembly is the main engineassembly forming part of the aircraft, and which main engine assembly isconnected to the main body of the aircraft by a tilt enabling joint. Thetilt enabling joint consists of numerous components, some of whichprovide the means to support the main body of the aircraft below themain engine assembly and allow the tilt enabling joint to have a tiltingability while other components provide the means to control and causetilting motions in the tilt enabling joint during flight, therebyenabling controlled tilting to occur, such that the main engine assemblyand the main rotor assembly can be tilted together as a unity relativeto the main body of the aircraft in a controlled manner during flight,thereby providing a means for controlling the directional travel of theaircraft during flight and changing the aircraft's direction of travel.

[0010] During flight, rotational stability of the main body of theaircraft is maintained by means of an additional engine assemblyattached to the aircraft which rotates a secondary rotor assembly,thereby pushing air primarily in a horizontal direction to counter therotational force exerted on the main body of the aircraft by therotation of the upper main rotor assembly, which said secondary rotorassembly consists of an assembly of blades and a rotor.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0011] Embodiments of the invention will now be described by way ofexample with reference to the accompanying drawings, of which:

[0012]FIG. 1 is a view of the left side of one form of aircraftaccording to this invention.

[0013]FIG. 2A is a view of the left side of another form of aircraftaccording to this invention.

[0014]FIG. 2B is a view of the right side of the aircraft of FIG. 2A.

[0015]FIG. 3 is a view of the rear of yet another form of aircraftaccording to this invention.

[0016]FIG. 4 is the left side view of the aircraft of FIG. 3.

[0017]FIG. 5A is an enlarged view of a universal joint.

[0018]FIG. 5B is a rotated view of the universal joint of FIG. 5A.

[0019]FIG. 6 shows the main engine assembly comprising two engines.

[0020]FIG. 7 shows the additional engine assembly comprising twoengines.

[0021]FIG. 8 shows one form of the aircraft with the additional engineassemly and secondary rotor assembly replaced by a jet engine.

[0022]FIG. 9 shows one form of the aircraft with the additional engineassembly and secondary rotor assembly connected to the upper section ofa tilt enabling joint.

[0023]FIG. 10 shows how variable pitch fins could be positioned on theaircraft.

[0024]FIG. 11 shows how one form of the aircraft could be used toevacuate people from the side of a building.

[0025]FIG. 12 shows how the main body of the aircraft of FIG. 9 couldmake contact with the side of steep mountain while the rotors are keptat a safe distance.

[0026]FIG. 13 shows that by keeping the main rotor at a large distancefrom the main body of the aircraft, the aircraft would be able to landamong trees while the main rotor is kept above the trees.

[0027]FIG. 14 shows that as many as eight rotor blades can be assembledaround a small rotor hub when blade pitch varying components are notrequired.

DETAILED DESCRIPTION OF THE DRAWINGS

[0028]FIG. 1 shows one form of aircraft according to this invention.

[0029] Looking at the aircraft in FIG. 1 it can be seen that theaircraft comprises a main rotor assembly 1 at the top of the aircraft,which rotor assembly consists of an assembly of blades 2, 3 and a rotor4. Rotation of the main rotor assembly is achieved by using an engineassembly 5, which is the main engine assembly on the aircraft. Verticallift is obtained by the rotation of the main rotor assembly 1. Rotationof the main rotor assembly 1 forces air in a downward direction by wayof the angle of pitch of the blades 2 and 3. The main engine assembly isconnected to the main body 6 of the aircraft by a tilt enabling joint 7.The tilt enabling joint 7 allows tilting of the main engine assembly 5relative to the main body 6 of the aircraft to occur in a controlledmanner. A universal joint 8 is used to allow tilting to occur. The tiltenabling joint 7 is fitted with a combination of hydraulic actuators 9,10 and springs 11, 12 and 13 that allow the tilting of the tilt enablingjoint 7 to be controlled. As hydraulic pressure is applied to the fronthydraulic actuator 10, it expands and in so doing tilts the uppersection 14 of the tilt enabling joint 7 rearward, thereby compressingthe rear spring 13. As hydraulic pressure to the front hydraulicactuator 10 is released, the rear spring 13 acts to tilt the uppersection 14 of the tilt enabling joint 7 forward. When the main engineassembly 5 is tilted, the main rotor assembly 1 is tilted with it.Tilting of the main engine assembly 5 thus initiates changes in thedirection of travel of the aircraft without the need to change the pitchangles of the blades 2 and 3. To counter the rotational force exerted onthe main body 6 of the aircraft by the rotation of the main rotorassembly 1, FIG. 1 shows an additional engine assembly 15 attached tothe main body of the aircraft, which rotates a secondary rotor assembly16. The secondary rotor assembly consists of blades 17 and 18, and arotor 19. Rotation of the secondary rotor assembly pushes air in aprimarliy horizontal direction by way of the pitch of the blades 17 and18. By forcing air to travel in a horizontal direction, the secondaryrotor assembly acts to counter the rotational force exerted on the mainbody 6 of the aircraft by the rotation of the main rotor assembly 1.

[0030] The Springs 11, 12 and 13 shown in FIG. 1 can be replaced withgas pressurised struts, with the struts fitted in the locations wherethe springs are located in FIG. 1.

[0031]FIG. 2A shows a tilt enabling joint 1 consisting of hydraulicactuators 9, 10 and 10 a being used to control the direction and angleof tilt, and a universal joint 8. As hydraulic pressure is appliedextend to one hydraulic actuator 10 to extend it, hydraulic pressure onthe hydraulic actuator 10 a located directly on the opposite side of theuniversal joint 8 is released, allowing that hydraulic actuator 10 a tocontract, thereby causing controlled tilting of the upper section of thetilt enabling joint. The movement can be reversed by applying hydraulicpressure to hydraulic actuator la and releasing hydraulic pressure onhydraulic actuator 9. With the main engine assembly 5 attached to theupper section 14 of the tilt enabling joint, when the upper section 14of the tilt enabling joint is tilted so too is the main engine assembly5 and with it the main rotor assembly 1. FIG. 2B shows the aircraft ofFIG. 2A rotated horizontaly 180 degrees to show the hydraulic actuator10 b on right side of the tilt enabling joint.

[0032]FIG. 3 shows the rear view of another form of the aircraft withhandles 20 and 21 forming part of the tilt enabling joint 7. The handles20 and 21 are attached to the upper section 14 of the tilt enablingjoint. The tilting ability of the tilt enabling joint is achieved by theuniversal joint 8. The aircraft has a main rotor assembly 1 which isrotated by a main engine assembly 5. An additional engine assembly 15 isused to rotate the secondary rotor assembly 16. Directional control ofthe aircraft during flight is achieved by controlled tilting of theupper section 14 of the tilt enabling joint relative to the lowersection 22 of the tilt enabling joint, thereby tilting the main engineassembly 5 and main rotor assembly 1. Controlled tilting of the uppersection 14 of the tilt enabling joint during flight is enabled by thehandles 20 and 21. Moving the handles 20 and 21 relative to the mainbody of the aircraft 6 would be capable of causing a forward andrearward tilting to the upper section of the tilt enabling joint, aswell as sideway tilting.

[0033]FIG. 4 is the left side view of FIG. 3, showing the position ofthe left handle 20 from a side view.

[0034]FIGS. 5A and 5B shows the universal joint 8 of the tilt enablingjoint of FIG. 1. FIG. 5B is FIG. 5A rotated 90 degrees horizontally.

[0035]FIG. 6 shows a version of the aircraft with the main engineassembly 5 comprising two engines 23 and 24. The main engine assembly inFIG. 1 comprised a single engine.

[0036]FIG. 7 shows the rear of a version of the aircraft of FIG. 3 withadditional engine assembly 15 comprising two engines 25 and 26. Theadditional engine assembly of the aircraft in FIG. 3 comprised a singleengine.

[0037]FIG. 8 shows a version of the aircraft of FIG. 1 with a jet engine27 replacing the additional engine assembly 15 shown in FIG. 1 and thesecondary rotor assembly 16 also shown in FIG. 1. The jet engine isshown connected to the main body of the aircraft. In another form of theaircraft the jet engine is connected to the upper section of the tiltenabling joint. It could also be connected to the main engine assembly.The jet engine shown is a turbojet. In another form of the aircraft, thejet engine is a turbofan.

[0038]FIG. 9 shows a version of the aircraft where the additional engineassembly 15 is attached to the upper section 14 of the tilt enablingjoint 7, with the secondary rotor assembly 16 attached to the additionalengine assembly 15. This feature would allow both the main rotorassembly 1 and the secondary rotor assembly 16 to stay high above theground when the aircraft has landed in a forest. In another form of theaircraft, the additional engine assemly could be connected to the mainengine assembly.

[0039]FIG. 10 shows the front of an aircraft similar to the one shown inof FIG. 9 and how variable pitch fins 28 and 29 could be positioned onthe aircraft. The variable pitch fins could augment control of theaircraft, and could be used as airbrakes. They could also provide liftduring high speed forward flight, such as wings on an airplane, sincedownwash from the main rotor assembly 2 would be directed to the rear ofthe aircraft, due to the tilting of the main rotor assembly in a forwarddirection and the distance of the main rotor assembly from the variablepitch fins.

[0040]FIG. 11 shows how an aircraft according to this invention could beused as an evacution vehicle for persons trapped in a building 30. Anextension ladder 31 secured to the main body 6 of the aircraft is shownin extended form, with a basket 32 at the end of the extension ladder.FIG. 11 shows how a person 33 could be rescued from the building. Thelarge distance between the main rotor and the main body of the aircraftmakes the main body 6 of the aircraft act like a keel on a yaght, sothat an extension ladder has a minimal effect on the ability to controlthe aircraft. The main body could be tilted slightly, while the mainrotor assembly 1 could be maintained in a level position.

[0041]FIG. 12 shows how the aircraft of FIG. 9 could be used to quicklyunload supplies on the side of a steep mountain 34, or quickly evacuateinjured persons without having to use a winch. The relatively shortdistance between the main rotor and the main body of a conventionalhelicopter would prevent the main body of a conventional helicopterbeing able to make contact with such a steep mountain without a highrisk of the rotor blades impacting with the mountain.

[0042]FIG. 13 shows how the aircraft of FIG. 11 could land between trees35 and 36, while the main rotor assembly is kept above the tops of thetrees. Cargo could be loaded and unloaded or injured persons evacuatedwithout using a winch.

[0043]FIG. 9 showed the aircraft with the additional engine assembly 15and the secondary rotor assembly 16 connected to the upper section ofthe tilt enabling joint. By attaching the secondary rotor assembly 16and the additional engine assembly 15 to the upper section of the tiltenabling joint, the secondary rotor assembly could be kept above treeswhen the aircraft is landed amongst trees as shown in FIG. 13. Theaircraft could land in an area such as a forest where the rotors of aconventional helicopter would impact with the trees. The aircraft wouldnot require a cleared landing zone to land in a forest. In a war, thepossible landing area would be less predictable by an enemy force,reducing the risk of an ambush around a cleared landing zone. If theaircraft was operated on a battle field and the aircraft was targeted bya heat seaking missile during flight, having the main engine assembly 5and the additional engine assembly located away from the main body ofthe aircraft would provide the occupants with a greater chance ofsurvival than if the main engine assembly was attached directly to themain body of the aircraft if the missile caused a fire at the mainengine assembly. The additional engine assembly 15 and secondary rotorassembly could also be attached to the base of the tilt enabling joint,or the main engine assembly.

[0044]FIG. 14 shows how eight rotor blades 37, 38, 39, 40, 41, 42, 43,44, can be assembled around a rotor 4 when space is not required forblade pitch varying components. This number of rotor blades would allowthe rotor assembly 1 to be rotated at a lower rate of revolution than arotor assembly with fewer blades, to achieve the same lifting ability,resulting in a relatively quieter aircraft. Having a high number ofrotor blades would help the aircraft to operate in high altitudemountainous regions or hot regions, where the air is thin.

The claims defining this invention are as follows:
 1. A verticaltake-off aircraft, comprising a main rotor assembly, at the top of theaircraft, which said main rotor assembly is comprised of an assembly ofblades and a rotor, and such that the said main rotor assembly is abovethe main body of the aircraft, with vertical lift being achieved bymeans of an engine assembly rotating the main rotor assembly therebyforcing air in a downward direction by way of the blades in the mainrotor assembly, which engine assembly is the main engine assembly of theaircraft, and which said blades are above the main engine assembly, andwhich said main engine assembly is connected to the main body of theaircraft by a tilt enabling joint, such that the main rotor assembly andmain engine assembly can be tilted together as a unity in a plurality ofdirections and angles relative to the main body of the aircraft, in acontrolled manner, such that the direction of travel of the aircraft isaltered by altering the direction or angle of tilt of the main engineassembly relative to the main body of the aircraft, and which said tiltenabling joint is connected to the main body of the aircraft, with asecondary rotor assembly, consisting of an assembly of blades and arotor, connected to the aircraft, which said secondary rotor assembly isused to force air to travel in a horizontal direction, for which saidsecondary rotor assembly rotation is achieved by means of an additionalengine assembly, such that by forcing air to travel in a horizontaldirection, relative to the main body of the aircraft, the rotationalforce exerted on the main body of the aircraft by the rotation of themain rotor assembly can be countered.
 2. A vertical take-off aircraft,comprising a main rotor assembly, at the top of the aircraft, which saidmain rotor assembly is comprised of an assembly of blades and a rotor,and such that the said main rotor assembly is above the main body of theaircraft, with vertical lift being achieved by means of an engineassembly rotating the main rotor assembly thereby forcing air in adownward direction by way of the blades in the main rotor assembly,which engine assembly is the main engine assembly of the aircraft, andwhich said blades are above the main engine assembly, and which saidmain engine assembly is connected to the main body of the aircraft by atilt enabling joint, such that the main rotor assembly and main engineassembly can be tilted together as a unity in a plurality of directionsand angles relative to the main body of the aircraft, in a controlledmanner, such that the direction of travel of the aircraft is altered byaltering the direction or angle of tilt of the main engine assemblyrelative to the main body of the aircraft, and which said tilt enablingjoint is connected to the main body of the aircraft, with a secondaryrotor assembly, consisting of an assembly of blades and a rotor,connected to the aircraft, which said secondary rotor assembly is usedto force air to travel in a horizontal direction, for which saidsecondary rotor assembly rotation is achieved by means of an additionalengine assembly, such that by forcing air to travel in a horizontaldirection, relative to the main body of the aircraft, the rotationalforce exerted on the main body of the aircraft by the rotation of themain rotor assembly can be countered, and which additional engineassembly is connected to the aircraft such that tilting of the mainengine assembly relative to the main body of the aircraft by the tiltenabling joint causes the additional engine assembly to move relative tothe main body of the aircraft.
 3. A vertical take-off aircraft,comprising a main rotor assembly, at the top of the aircraft, which saidmain rotor assembly is comprised of an assembly of blades and a rotor,and such that the said main rotor assembly is above the main body of theaircraft, with vertical lift being achieved by means of an engineassembly rotating the main rotor assembly thereby forcing air in adownward direction by way of the blades in the main rotor assembly,which engine assembly is the main engine assembly of the aircraft, andwhich said blades are above the main engine assembly, and which saidmain engine assembly is connected to the main body of the aircraft by atilt enabling joint, such that the main rotor assembly and main engineassembly can be tilted together as a unity in a plurality of directionsand angles relative to the main body of the aircraft, in a controlledmanner, such that the direction of travel of the aircraft is altered byaltering the direction or angle of tilt of the main engine assemblyrelative to the main body of the aircraft, and which said tilt enablingjoint is connected to the main body of the aircraft, with at least onejet engine connected to the aircraft, which said at least one jet engineis positioned on the aircraft such that exhaust from the at least onejet engine can be forced to travel in a horizontal direction, such thatby forcing exhaust to travel in a horizontal direction, relative to themain body of the aircraft, the rotational force exerted on the main bodyof the aircraft by the rotation of the main rotor assembly can becountered.
 4. The aircraft of claim 3 wherein the at least one jetengine is connected to the aircraft such that tilting of the main engineassembly relative to the main body of the aircraft by the tilt enablingjoint causes the at least one jet engine to move relative to the mainbody of the aircraft.
 5. The aircraft of claim 1 wherein the additionalengine assembly conmprises only one engine.
 6. The aircraft of claim 2wherein the additional engine assembly conmprises only one engine. 7.The aircraft of claim 1 wherein the additional engine assemblyconmprises a plurality of engines.
 8. The aircraft of claim 2 whereinthe additional engine assembly conmprises a plurality of engines.
 9. Theaircraft of claim 3 wherein the at least one jet engine is a turbojet.10. The aircraft of claim 4 wherein the at least one jet engine is aturbojet.
 11. The aircraft of claim 3 wherein the at least one jetengine is a turbofan.
 12. The aircraft of claim 4 wherein the at leastone jet engine is a turbofan.
 13. The aircraft of claim 1 wherein themain engine assembly comprises only one engine.
 14. The aircraft ofclaim 2 wherein the main engine assembly comprises only one engine. 15.The aircraft of claim 3 wherein the main engine assembly comprises onlyone engine.
 16. The aircraft of claim 4 wherein the main engine assemblycomprises only one engine.
 17. The aircraft of claim 5 wherein the mainengine assembly comprises only one engine.
 18. The aircraft of claim 6wherein the main engine assembly comprises only one engine.
 19. Theaircraft of claim 7 wherein the main engine assembly comprises only oneengine.
 20. The aircraft of claim 8 wherein the main engine assemblycomprises only one engine.
 21. The aircraft of claim 9 wherein the mainengine assembly comprises only one engine.
 22. The aircraft of claim 10wherein the main engine assembly comprises only one engine.
 23. Theaircraft of claim 11 wherein the main engine assembly comprises only oneengine.
 24. The aircraft of claim 12 wherein the main engine assemblycomprises only one engine.
 25. The aircraft of claim 1 wherein the mainengine assembly comprises a plurality of engines.
 26. The aircraft ofclaim 2 wherein the main engine assembly comprises a plurality ofengines.
 27. The aircraft of claim 3 wherein the main engine assemblycomprises a plurality of engines.
 28. The aircraft of claim 4 whereinthe main engine assembly comprises a plurality of engines.
 29. Theaircraft of claim 5 wherein the main engine assembly comprises aplurality of engines.
 30. The aircraft of claim 6 wherein the mainengine assembly comprises a plurality of engines.
 31. The aircraft ofclaim 7 wherein the main engine assembly comprises a plurality ofengines.
 32. The aircraft of claim 8 wherein the main engine assemblycomprises a plurality of engines.
 33. The aircraft of claim 9 whereinthe main engine assembly comprises a plurality of engines.
 34. Theaircraft of claim 10 wherein the main engine assembly comprises aplurality of engines.
 35. The aircraft of claim 11 wherein the mainengine assembly comprises a plurality of engines.
 36. The aircraft ofclaim 12 wherein the main engine assembly comprises a plurality ofengines.